EP2557012B1 - Dispositif de commande pour un véhicule - Google Patents

Dispositif de commande pour un véhicule Download PDF

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Publication number
EP2557012B1
EP2557012B1 EP11822855.0A EP11822855A EP2557012B1 EP 2557012 B1 EP2557012 B1 EP 2557012B1 EP 11822855 A EP11822855 A EP 11822855A EP 2557012 B1 EP2557012 B1 EP 2557012B1
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EP
European Patent Office
Prior art keywords
driver
manipulation
driving
control
vehicle
Prior art date
Legal status (The legal status is an assumption and is not a legal conclusion. Google has not performed a legal analysis and makes no representation as to the accuracy of the status listed.)
Active
Application number
EP11822855.0A
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German (de)
English (en)
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EP2557012A4 (fr
EP2557012A1 (fr
Inventor
Masaaki Otsubo
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Toyota Motor Corp
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Toyota Motor Corp
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Publication of EP2557012A4 publication Critical patent/EP2557012A4/fr
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    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B60—VEHICLES IN GENERAL
    • B60W—CONJOINT CONTROL OF VEHICLE SUB-UNITS OF DIFFERENT TYPE OR DIFFERENT FUNCTION; CONTROL SYSTEMS SPECIALLY ADAPTED FOR HYBRID VEHICLES; ROAD VEHICLE DRIVE CONTROL SYSTEMS FOR PURPOSES NOT RELATED TO THE CONTROL OF A PARTICULAR SUB-UNIT
    • B60W40/00—Estimation or calculation of non-directly measurable driving parameters for road vehicle drive control systems not related to the control of a particular sub unit, e.g. by using mathematical models
    • B60W40/08—Estimation or calculation of non-directly measurable driving parameters for road vehicle drive control systems not related to the control of a particular sub unit, e.g. by using mathematical models related to drivers or passengers
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B60—VEHICLES IN GENERAL
    • B60W—CONJOINT CONTROL OF VEHICLE SUB-UNITS OF DIFFERENT TYPE OR DIFFERENT FUNCTION; CONTROL SYSTEMS SPECIALLY ADAPTED FOR HYBRID VEHICLES; ROAD VEHICLE DRIVE CONTROL SYSTEMS FOR PURPOSES NOT RELATED TO THE CONTROL OF A PARTICULAR SUB-UNIT
    • B60W50/00—Details of control systems for road vehicle drive control not related to the control of a particular sub-unit, e.g. process diagnostic or vehicle driver interfaces
    • B60W50/06—Improving the dynamic response of the control system, e.g. improving the speed of regulation or avoiding hunting or overshoot
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B60—VEHICLES IN GENERAL
    • B60W—CONJOINT CONTROL OF VEHICLE SUB-UNITS OF DIFFERENT TYPE OR DIFFERENT FUNCTION; CONTROL SYSTEMS SPECIALLY ADAPTED FOR HYBRID VEHICLES; ROAD VEHICLE DRIVE CONTROL SYSTEMS FOR PURPOSES NOT RELATED TO THE CONTROL OF A PARTICULAR SUB-UNIT
    • B60W10/00—Conjoint control of vehicle sub-units of different type or different function
    • B60W10/02—Conjoint control of vehicle sub-units of different type or different function including control of driveline clutches
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B60—VEHICLES IN GENERAL
    • B60W—CONJOINT CONTROL OF VEHICLE SUB-UNITS OF DIFFERENT TYPE OR DIFFERENT FUNCTION; CONTROL SYSTEMS SPECIALLY ADAPTED FOR HYBRID VEHICLES; ROAD VEHICLE DRIVE CONTROL SYSTEMS FOR PURPOSES NOT RELATED TO THE CONTROL OF A PARTICULAR SUB-UNIT
    • B60W10/00—Conjoint control of vehicle sub-units of different type or different function
    • B60W10/04—Conjoint control of vehicle sub-units of different type or different function including control of propulsion units
    • B60W10/06—Conjoint control of vehicle sub-units of different type or different function including control of propulsion units including control of combustion engines
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B60—VEHICLES IN GENERAL
    • B60W—CONJOINT CONTROL OF VEHICLE SUB-UNITS OF DIFFERENT TYPE OR DIFFERENT FUNCTION; CONTROL SYSTEMS SPECIALLY ADAPTED FOR HYBRID VEHICLES; ROAD VEHICLE DRIVE CONTROL SYSTEMS FOR PURPOSES NOT RELATED TO THE CONTROL OF A PARTICULAR SUB-UNIT
    • B60W30/00—Purposes of road vehicle drive control systems not related to the control of a particular sub-unit, e.g. of systems using conjoint control of vehicle sub-units
    • B60W30/18—Propelling the vehicle
    • B60W30/182—Selecting between different operative modes, e.g. comfort and performance modes
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B60—VEHICLES IN GENERAL
    • B60W—CONJOINT CONTROL OF VEHICLE SUB-UNITS OF DIFFERENT TYPE OR DIFFERENT FUNCTION; CONTROL SYSTEMS SPECIALLY ADAPTED FOR HYBRID VEHICLES; ROAD VEHICLE DRIVE CONTROL SYSTEMS FOR PURPOSES NOT RELATED TO THE CONTROL OF A PARTICULAR SUB-UNIT
    • B60W40/00—Estimation or calculation of non-directly measurable driving parameters for road vehicle drive control systems not related to the control of a particular sub unit, e.g. by using mathematical models
    • B60W40/08—Estimation or calculation of non-directly measurable driving parameters for road vehicle drive control systems not related to the control of a particular sub unit, e.g. by using mathematical models related to drivers or passengers
    • B60W40/09—Driving style or behaviour
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B60—VEHICLES IN GENERAL
    • B60W—CONJOINT CONTROL OF VEHICLE SUB-UNITS OF DIFFERENT TYPE OR DIFFERENT FUNCTION; CONTROL SYSTEMS SPECIALLY ADAPTED FOR HYBRID VEHICLES; ROAD VEHICLE DRIVE CONTROL SYSTEMS FOR PURPOSES NOT RELATED TO THE CONTROL OF A PARTICULAR SUB-UNIT
    • B60W50/00—Details of control systems for road vehicle drive control not related to the control of a particular sub-unit, e.g. process diagnostic or vehicle driver interfaces
    • B60W50/08—Interaction between the driver and the control system
    • B60W50/10—Interpretation of driver requests or demands
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B60—VEHICLES IN GENERAL
    • B60W—CONJOINT CONTROL OF VEHICLE SUB-UNITS OF DIFFERENT TYPE OR DIFFERENT FUNCTION; CONTROL SYSTEMS SPECIALLY ADAPTED FOR HYBRID VEHICLES; ROAD VEHICLE DRIVE CONTROL SYSTEMS FOR PURPOSES NOT RELATED TO THE CONTROL OF A PARTICULAR SUB-UNIT
    • B60W40/00—Estimation or calculation of non-directly measurable driving parameters for road vehicle drive control systems not related to the control of a particular sub unit, e.g. by using mathematical models
    • B60W40/08—Estimation or calculation of non-directly measurable driving parameters for road vehicle drive control systems not related to the control of a particular sub unit, e.g. by using mathematical models related to drivers or passengers
    • B60W2040/0818—Inactivity or incapacity of driver
    • B60W2040/0827—Inactivity or incapacity of driver due to sleepiness
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B60—VEHICLES IN GENERAL
    • B60W—CONJOINT CONTROL OF VEHICLE SUB-UNITS OF DIFFERENT TYPE OR DIFFERENT FUNCTION; CONTROL SYSTEMS SPECIALLY ADAPTED FOR HYBRID VEHICLES; ROAD VEHICLE DRIVE CONTROL SYSTEMS FOR PURPOSES NOT RELATED TO THE CONTROL OF A PARTICULAR SUB-UNIT
    • B60W2510/00—Input parameters relating to a particular sub-units
    • B60W2510/10—Change speed gearings
    • B60W2510/1015—Input shaft speed, e.g. turbine speed
    • B60W2510/102—Input speed change rate
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B60—VEHICLES IN GENERAL
    • B60W—CONJOINT CONTROL OF VEHICLE SUB-UNITS OF DIFFERENT TYPE OR DIFFERENT FUNCTION; CONTROL SYSTEMS SPECIALLY ADAPTED FOR HYBRID VEHICLES; ROAD VEHICLE DRIVE CONTROL SYSTEMS FOR PURPOSES NOT RELATED TO THE CONTROL OF A PARTICULAR SUB-UNIT
    • B60W2540/00—Input parameters relating to occupants
    • B60W2540/14—Clutch pedal position
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B60—VEHICLES IN GENERAL
    • B60W—CONJOINT CONTROL OF VEHICLE SUB-UNITS OF DIFFERENT TYPE OR DIFFERENT FUNCTION; CONTROL SYSTEMS SPECIALLY ADAPTED FOR HYBRID VEHICLES; ROAD VEHICLE DRIVE CONTROL SYSTEMS FOR PURPOSES NOT RELATED TO THE CONTROL OF A PARTICULAR SUB-UNIT
    • B60W2540/00—Input parameters relating to occupants
    • B60W2540/16—Ratio selector position
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B60—VEHICLES IN GENERAL
    • B60W—CONJOINT CONTROL OF VEHICLE SUB-UNITS OF DIFFERENT TYPE OR DIFFERENT FUNCTION; CONTROL SYSTEMS SPECIALLY ADAPTED FOR HYBRID VEHICLES; ROAD VEHICLE DRIVE CONTROL SYSTEMS FOR PURPOSES NOT RELATED TO THE CONTROL OF A PARTICULAR SUB-UNIT
    • B60W2540/00—Input parameters relating to occupants
    • B60W2540/16—Ratio selector position
    • B60W2540/165—Rate of change

Definitions

  • the present invention has been achieved in view of the above circumstances, and it is an object of the present invention to provide a control device for a vehicle, the control device realizing a traveling state of the vehicle that accords with a driving inclination and the like of the driver.
  • Examples of the determination that low responsiveness of the vehicle control is in demand with respect to driving manipulation include: the case where the rate of change per unit time in revolution of the input shaft of the manual transmission is lower than a predetermined value; the case where the revolution of the input shaft is lower than a predetermined value relative to a vehicle speed; the case where the manipulation movement amount per unit time of the shift lever operated by the driver is lower than a predetermined value; the case where the shift stage selected through the shift manipulation is a predetermined high shift stage relative to a vehicle speed; the case where the switching period of time of the shift stage in the shift manipulation is longer than a predetermined period of time; the case where the magnitude of the shift load is lower than a predetermined value; the case where the clutch torque associated with the clutch manipulation is lower than a predetermined value relative to an engine torque; the case where the change in speed at the clutch stroke position in the clutch manipulation is lower than a predetermined value; and the case where the period of time before the clutch stroke associated with the clutch manipulation reaches a predetermined amount is longer than a predetermined
  • the adjustments of the control amount with respect to a control target of the vehicle realize a traveling state of the vehicle that accords with a driving inclination of the driver, the level of driving skill of the driver, or the degree of fatigue of the driver.
  • a driving inclination and the like of a driver are recognized based on information obtained from the shift manipulation and the clutch manipulation of the driver, and vehicle control is carried out in accordance with the driving inclination and the like. This realizes traveling states of vehicles that accord with driving inclinations and the like of drivers, and enhances the marketability of vehicles equipped with manual transmissions.
  • a rotational driving force (torque) generated in the engine 1 is input to the manual transmission MT via the clutch device 6.
  • the manual transmission MT shifts the rotational driving force at an appropriate shift ratio (shift ratio associated with a shift stage selected through manipulation of a shift lever by a driver).
  • the shifted rotational driving force is transmitted to left and right rear wheels (driving wheels) T via a propeller shaft PS and a differential gear DF.
  • the manual transmission MT mounted in the vehicle according to this embodiment is a synchro-mesh manual transmission having six forward shift stages and one backward shift stage.
  • An ignition plug 2 is disposed in the combustion chamber 11 of the engine 1.
  • the ignition timing of the ignition plug 2 is adjusted by an igniter 21.
  • This igniter 21 is controlled by the engine ECU 9.
  • an air cleaner 32 Along the intake path 3, an air cleaner 32, a hot-wire type airflow meter 83, an intake air temperature sensor 84 (built in the airflow meter 83), and an electronically controlled throttle valve 33 to regulate an intake air amount of the engine 1 are disposed.
  • the throttle valve 33 is driven by a throttle motor 34.
  • the opening degree of the throttle valve 33 is detected by a throttle opening degree sensor 85.
  • the three-way catalysts 42 and 43 are provided in the exhaust path 4 of the engine 1.
  • the three-way catalysts 42 and 43 have an O 2 storage function (oxygen storage function), for storing (occluding) oxygen.
  • This oxygen storage function allows HC, CO, and NOx to be purified even if the air-fuel ratio deviates from a theoretical air-fuel ratio to some degree.
  • An air-fuel ratio sensor (A/F sensor) 86 is disposed on the upstream side of the three-way catalyst 42, which is on the upstream side of the exhaust path 4.
  • An oxygen sensor (O 2 sensor) 87 is disposed on the upstream side of the three-way catalyst 43, which is on the downstream side of the exhaust path 4.
  • FIG. 3 shows a schematic configuration of the clutch device 6.
  • the clutch device 6 includes a clutch mechanism portion 60, a clutch pedal 70, a clutch master cylinder 71, and a clutch release cylinder 61.
  • a flywheel 62 and a clutch cover 63 are integrally rotatably attached to the crankshaft 13, which is the input shaft of the clutch mechanism portion 60.
  • a clutch disc 64 is splined to the input shaft IS, which is the output shaft of the clutch mechanism portion 60. This allows the clutch disc 64 to rotate integrally with the input shaft IS while being slidably shiftable in the axial direction (left and right direction in FIG. 3 ).
  • a pressure plate 65 is disposed between the clutch disc 64 and the clutch cover 63. The pressure plate 65 is in contact with an outer end portion of a diaphragm spring 66 to be biased against the side of the flywheel 62 by the diaphragm spring 66.
  • a release bearing 67 is slidably attached to the input shaft IS in the axial direction. Adjacent to the release bearing 67, a release fork 68 is rotatably supported about a shaft 68a. One end portion (lower end portion in FIG. 3 ) of the release fork 68 is in contact with the release bearing 67. The other end portion (upper end portion in FIG. 3 ) of the release fork 68 is coupled to one end portion (right end portion in FIG. 3 ) of a rod 61a of the clutch release cylinder 61. The release fork 68 is activated to cause the engagement and release operations of the clutch mechanism portion 60.
  • the oil pressure generated in the clutch master cylinder 71 is transmitted to the clutch release cylinder 61 through oil in an oil pressure piping 77.
  • the clutch release cylinder 61 includes a cylinder body 61b and a piston 61c build inside the cylinder body 61b.
  • the piston 61c is coupled to the other end portion (left end portion in FIG. 3 ) of the rod 61a.
  • the stroke position of the piston 61c is adjusted in accordance with the oil pressure that the piston 61c receives.
  • the release fork 68 is activated in accordance with the oil pressure in the clutch release cylinder 61, causing the engagement and release operations of the clutch mechanism portion 60.
  • a clutch engaging force (clutch transmission capacity) of the clutch mechanism portion 60 is adjusted.
  • the clutch mechanism portion 60 When the clutch engaging force increases, the clutch mechanism portion 60 is engaged, which integrally rotates the pressure plate 65, the clutch disc 64, and the flywheel 62. This results in direct coupling between the engine 1 and the manual transmission MT. In this respect, when the amount of depressing manipulation of the clutch pedal 70 falls below a predetermined amount, the clutch mechanism portion 60 turns into full engagement state, where the clutch mechanism portion 60 is fully engaged (state of 100% clutch transmission capacity).
  • An input revolution sensor 8A is disposed adjacent to the input shaft IS.
  • the input revolution sensor 8A detects the revolutions (input shaft revolution, input shaft revolution speed) of the input shaft IS, and outputs a revolution speed signal to the engine ECU 9 (see FIG. 1 ).
  • the shift lever L is shifted to a third speed position 3rd or a fourth speed position 4th.
  • a second synchro-mesh mechanism disposed in the transmission mechanism of the manual transmission MT is operated to the establishment side of the third speed, thus establishing the third speed stage.
  • the shift lever L is manipulated to the fourth speed position 4th, the second synchro-mesh mechanism is operated to the establishment side of the fourth speed, thus establishing the fourth speed stage.
  • the shift lever L is shifted to a reverse position REV.
  • the shift lever L is manipulated to the reverse position REV, all of the above-described synchro-mesh mechanisms turn into neutral state, and a reverse idler gear disposed in the transmission mechanism of the manual transmission MT is operated, thus establishing the backward drive stage.
  • Sensors to detect the manipulation position of the shift lever L are provided, including a select manipulation direction position sensor 8C (see FIGs. 1 and 6 ) to detect the manipulation position of the shift lever L with respect to the select manipulation direction (the direction of the arrow X in FIG. 4 ), and a shift manipulation direction position sensor 8D (see FIGs. 1 and 6 ) to detect the manipulation position of the shift lever L with respect to the shift manipulation direction (the direction of the arrow Y in FIG. 4 ).
  • the shift lever L further includes a shift load sensor 8E to detect a shift load corresponding to the manipulation force caused by the driver with respect to the shift lever L (see FIGs. 1 and 6 ).
  • Examples of the shift load sensor 8E include a strain gauge attached to the shift lever L. The shift load is detected utilizing the fact that as the shift load increases, the amount of strain generated in the shift lever L increases. Generally, as the manipulation speed of the shift lever L increases, the detected value of the shift load increases.
  • the electromagnetic switching valve 106 is switchable between a throttle position to throttle down the air flow of the piping portion 103A with an orifice and a communication position to permit air to freely flow in the piping portion 103A.
  • the electromagnetic switching valve 106 is normally set at the throttle position.
  • the pipe 103 between the air pump 101 and the air dryer 104 is coupled with one end of an air release pipe 108, and the other end of the air release pipe 108 is open to the atmosphere.
  • the air release pipe 108 includes a normally-closed type electromagnetic opening/closing valve 109.
  • the VDIM ECU 200 sets, for example, a dynamic demand engine torque that is demanded to the engine 1 for the purpose of stabilizing the behavior of the vehicle.
  • dynamic demand engine torque means a demand engine torque in a transitional state where the output torque of the engine 1 is changing.
  • the TRC is the kind of control that automatically sets optimal values of the braking oil pressure of each of the wheels, the dynamic demand engine torque of the vehicle, or the like when a sensor (wheel speed sensor 204, described later) senses slipping of the drive wheels at the time of starting and accelerating the vehicle on a slippery road surface.
  • a sensor wheel speed sensor 204, described later
  • the ABS is a control system that automatically sets an optimal value of the braking oil pressure so as to prevent locking of the wheels.
  • the VDIM ECU 200 is coupled with sensors to detect the behavior of the vehicle, including a longitudinal acceleration sensor 201 to detect the longitudinal acceleration of the vehicle, a lateral acceleration sensor 202 to detect the lateral acceleration of the vehicle, a yaw rate sensor 203 to detect the yaw rate, and a wheel speed sensor 204 to detect the rotational speed of each wheel.
  • the behavior of the vehicle is detected based on the detection signals from these sensors 201 to 204, and in order to stabilize the behavior of the vehicle, the VSC, TRC, ABS, EPS control is executed.
  • the engine ECU 9 determines a driving inclination of a driver and carries out the various kinds of control of the engine 1 and the like based on the result of determination as to the driving inclination.
  • the various kinds of control of the engine 1 and the like that are based on the result of determination as to the driving inclination of the driver will be referred to as “driving inclination reflection control" (the control executed by the control means according to the present invention).
  • driving inclination reflection control will be described in detail below.
  • a driving inclination of the driver is determined based on the rate of change per unit time in revolution of the input shaft IS.
  • the changes A in revolution of the input shaft IS which are indicated by the solid line in FIG. 7 , are changes in revolution of the input shaft IS in the case where a driver carries out normal shift manipulation.
  • the changes C in revolution of the input shaft IS which are indicated by the dashed double-dotted line in FIG. 7 , show a low rate of change in revolution (decrement amount of revolution) of the input shaft IS at the manipulation start initial time of manipulation of the shift lever L from the first-speed and second-speed select position P1 (see FIG. 4 ) to the second speed position 2nd, while showing a high rate of change in revolution of the input shaft IS at the time immediately before the completion of manipulation of the shift lever L.
  • analyzing the changes in waveform of the revolution of the input shaft IS ensures a determination as to whether the driving inclination of the driver is the sport mode driving inclination or the comfort mode driving inclination. For example, in the case of the changes in revolution of the input shaft IS indicated by the solid line A, a determination is made on the comfort mode driving inclination, whereas a determination is made on the sport mode driving inclination in the cases of the changes in revolution of the input shaft IS indicated by the dashed-dotted line B and the dashed double-dotted line C.
  • the revolution of the input shaft IS (the revolution of the input shaft IS detected by the input revolution sensor 8A) increases.
  • the shift stage is low even though the vehicle speed remains the same, the driver is presumed to be driving with a driving inclination similar to a demand for steep acceleration of the vehicle.
  • the shift stage is high even though the vehicle speed remains the same, the driver is presumed to be driving with a driving inclination similar to a demand for gentle acceleration of the vehicle.
  • a driving inclination of the driver is determined based on the revolution of the input shaft IS.
  • the manipulation movement amount per unit time of the shift lever L is obtained based on a time differential value (dsfts/dt) of the movement amount (sfts) of the shift lever L in the case where the shift stage of the transmission mechanism is switched through manual manipulation of the shift lever L.
  • the movement amount of the shift lever L is detected by the select manipulation direction position sensor 8C and the shift manipulation direction position sensor 8D, and is differentiated by time.
  • the manipulation movement amount per unit time of the shift lever L is higher than a predetermined value, this situation is determined as the sport mode driving inclination for the driving inclination of the driver.
  • the manipulation movement amount per unit time of the shift lever L is lower than a predetermined value, this situation is determined as the comfort mode driving inclination for the driving inclination of the driver.
  • a driving inclination of the driver is determined based on the manipulation movement amount per unit time of the shift lever L.
  • the period of time for calculating the manipulation movement amount per unit time may be set at any of various periods of time. Examples include (a) the period of time between shift start and shift completion, in which case an average manipulation movement speed of the shift lever L in this period of time is obtained, (b) an initial period of time of shift start, in which case the manipulation movement amount per unit time of the shift lever L in the initial period of time is obtained, (c) an intermediate period of time of the shift, in which case the manipulation movement amount per unit time of the shift lever L in the intermediate period of time is obtained, and (d) a period of time immediately before shift completion, in which case the manipulation movement amount per unit time of the shift lever L in the period of time immediately before shift completion is obtained.
  • suitable vehicle speeds are set in advance for the respective shift stages. Specifically, less than 20 km/h is allotted to the first shift stage, 25 km/h to 35 km/h is allotted to the second shift stage, 30 km/h to 50 km/h is allotted to the third shift stage, 45 km/h to 70 km/h is allotted to the fourth shift stage, 65 km/h to 90 km/ is allotted to the fifth shift stage, and equal to or more than 100 km/h is allotted to the sixth shift stage.
  • the actual vehicle speed is higher than these allotted vehicle speeds (that is, when the actual vehicle speed is higher than the vehicle speed allotted to the current shift stage), this situation is determined as the sport mode driving inclination for the driving inclination of the driver.
  • this situation is determined as the sport mode driving inclination for the driving inclination of the driver.
  • the actual vehicle speed is lower than the allotted vehicle speeds (that is, when the actual vehicle speed is lower than the vehicle speed allotted to the current shift stage)
  • this situation is determined as the comfort mode driving inclination for the driving inclination of the driver.
  • the currently selected shift stage is a shift stage higher than the shift stage that is assumed suitable for the vehicle speed
  • this situation is determined as the comfort mode driving inclination for the driving inclination of the driver.
  • a driving inclination of the driver is determined based on the shift stage selected through manipulation of the shift lever L.
  • the shift manipulation direction position sensor 8D detects a point of time when the manipulation of the shift lever L starts and a point of time when the manipulation of the shift lever L is complete. Then, the period between the points of time is calculated so as to obtain the switching period of time of the shift stage through manipulation of the shift lever L.
  • the predetermined periods of time may be conveniently set experimentally or by other methods.
  • a driving inclination of the driver is determined based on the switching period of time of the shift stage through manipulation of the shift lever L.
  • the shift load When the manipulation speed of the shift lever L is high, the shift load is high. Conversely, when the manipulation speed of the shift lever L is low, the shift load is low. That is, when the shift load is higher than a predetermined value, this situation is determined as the sport mode driving inclination for the driving inclination of the driver. Conversely, when the shift load is lower than a predetermined value, this situation is determined as the comfort mode driving inclination for the driving inclination of the driver.
  • These predetermined values may be conveniently set experimentally or by other methods.
  • the shift load is detected by the shift load sensor 8E.
  • the manipulation force is easier to apply in the case of manipulation in the forward direction (the forward direction of the vehicle) than the case of manipulation in the backward direction (the backward direction of the vehicle). That is, the manipulation force is more likely to act in the pulling manipulation of the shift lever L than in the pushing manipulation of the shift lever L.
  • a difference occurs between the determination on the driving inclination of the driver on the pushing manipulation side and the determination on the driving inclination of the driver on the pulling manipulation side.
  • the shift stage selected through manipulation of the shift lever L (the shift stage selected at the time of completion of shift) is on the pushing manipulation side, that is, when the selected shift stage corresponds to any one of the first shift stage, the third shift stage, and the fifth shift stage
  • the rate of change per unit time in revolution of the input shaft IS is corrected in such a manner that the rate of change is slightly higher than the actual rate of change.
  • the above-described rate of change is treated in the same manner as the case where any of the pulling manipulation side is selected, namely, the second shift stage, the fourth shift stage, and the sixth shift stage.
  • a driving inclination of the driver is determined accurately.
  • Examples of the conditions for executing the shift lever manipulation determining operations include “the vehicle is in warm-up completion state", and “the clutch device 6 is manipulated”. These are for the following reasons.
  • the lubricant in the transmission mechanism has a high level of viscosity.
  • the viscosity serves as a significant resistance against the manipulation of the shift lever, which makes difficult the accurate detection of a driving inclination of the driver.
  • “the vehicle is in warm-up completion state” is a condition for executing the driving inclination determining operations.
  • the clutch device 6 is manipulated is a condition for executing the driving inclination determining operations.
  • the inertia torque is a torque that is transmitted in association with reducing the engine revolution at the time of engaging the clutch device 6. That is, when the engine torque remains the same, as the inertia torque increases, the clutch torque also increases. For example, in the situation where the amount of depressing manipulation of the accelerator at the time of engaging the clutch device 6 is high, when the depressing release speed of the clutch pedal 70 is high, the inertia torque per unit time increases. As a result, the clutch torque increases.
  • This situation applies to the case where the driver is inclined to engage the clutch device 6 swiftly (in a short period of time). Accordingly, when the clutch torque is higher than a predetermined value (that is, when the clutch torque is higher than a predetermined value relative to the engine torque), this situation is determined as the sport mode driving inclination for the driving inclination of the driver. Conversely, when the clutch torque is lower than a predetermined value (that is, when the clutch torque is lower than a predetermined value relative to the engine torque), this situation is determined as the comfort mode driving inclination for the driving inclination of the driver.
  • a predetermined value that is, when the clutch torque is higher than a predetermined value relative to the engine torque
  • this situation is determined as the comfort mode driving inclination for the driving inclination of the driver.
  • FIG. 8 shows, in upper part, exemplary changes in input shaft revolution and in engine revolution associated with a shift manipulation from the first shift stage to the second shift stage.
  • FIG. 8 also shows, in lower part, exemplary changes in clutch torque in the above-described case.
  • the manipulation of the shift lever L starts from the first speed position 1st (see FIG. 4 ) to the first-speed and second-speed select position P1.
  • the shift lever L is manipulated to the second speed position 2nd.
  • the clutch device 6 is gradually engaged with the input shaft revolution reaching a second speed stage synchronous revolution.
  • the clutch device 6 is fully engaged, and the engine revolution reaches the second speed stage synchronous revolution.
  • the inertia torque increases from timing t2, which is the start of the engagement operation of the clutch device 6 (the depressing release manipulation of the clutch pedal), and the addition of the inertia torque and the engine torque results in the clutch torque.
  • timing t2 is the start of the engagement operation of the clutch device 6 (the depressing release manipulation of the clutch pedal)
  • the inertia torque also increases (see the dashed-dotted line in the lower portion of FIG. 8 ). This situation is determined as the sport mode driving inclination for the driving inclination of the driver.
  • the clutch torque corresponds to the clutch torque capacity. That is, when a difference exists between the engine revolution, which is calculated based on the output signal from the crank position sensor 81, and the revolution of the input shaft IS, which is detected by the input revolution sensor 8A, then the clutch torque at this moment is obtained based on the clutch stroke position (correlated to the clutch torque capacity), which is detected by the clutch stroke sensor 8B.
  • a driving inclination of the driver is determined based on the clutch torque.
  • the period of time for calculating the clutch torque may be set at any of various periods of time. Examples include (a) an initial period of time of clutch engagement start (for example, period ta shown in the lower part of FIG. 8 ), in which case a maximum value or average value of the clutch torque is obtained, (b) an intermediate period of time of clutch engagement (for example, period tb shown in the lower part of FIG. 8 ), in which case a maximum value or average value of the clutch torque is obtained, and (c) a period of time immediately before the completion of clutch engagement (for example, period tc shown in the lower part of FIG. 8 ), in which case a maximum value or average value of the clutch torque is obtained. In any of these periods, as the clutch torque (the maximum value or average value) increases, a determination is more likely made on the sport mode driving inclination for the driving inclination of the driver.
  • a change in speed at the clutch stroke position is obtained based on a time differential value (dclts/dt) of the manipulation movement amount (clts) of the clutch pedal 70.
  • the movement amount of the clutch stroke is detected by the clutch stroke sensor 8B and differentiated by time.
  • a predetermined value When the change in speed at the clutch stroke position is higher than a predetermined value, this situation is determined as the sport mode driving inclination for the driving inclination of the driver. Conversely, when the change in speed at the clutch stroke position is lower than a predetermined value, this situation is determined as the comfort mode driving inclination for the driving inclination of the driver.
  • a driving inclination of the driver is determined based on the change in speed at the clutch stroke position.
  • the period of time for calculating the change in speed at the clutch stroke position may be set at any of various periods of time, similarly to the case of determining a driving inclination of the driver based on the clutch torque. Examples include (a) an initial period of time of clutch engagement start, in which case the change in speed in the initial period of time is obtained, (b) an intermediate period of time of clutch engagement, in which case the change in speed in the intermediate period of time is obtained, and (c) a period of time immediately before the completion of clutch engagement, in which case the change in speed in this period of time is obtained.
  • the change in speed at the clutch stroke position is not limited to the change in speed at the time of the engagement manipulation of the clutch device 6 (at the time of the depressing release manipulation of the clutch pedal 70). It is also possible to use a change in speed at the time of the release manipulation of the clutch device 6 (at the depressing manipulation of the clutch pedal 70). That is, a driving inclination of the driver may be determined based on the depressing manipulation speed of the clutch pedal 70.
  • the clutch stroke sensor 8B calculates the period of time between the start of manipulation of the clutch pedal and the completion of manipulation of the clutch pedal (clutch engagement).
  • the period of time before a predetermined clutch stroke is reached is not limited to the period of time of the engagement manipulation of the clutch device 6 (the depressing release manipulation of the clutch pedal 70). It is also possible to use the period of time of the release manipulation of the clutch device 6 (the depressing manipulation of the clutch pedal 70).
  • the driving inclination determining operation may a combination of a plurality of operations among the above-described shift lever manipulation determining operations (S-1) to (S-6), and the above-described clutch pedal manipulation determining operations (C-1) to (C-3).
  • examples of the conditions for maintaining the result of determination of the driving inclination include:
  • the driving inclination reflection operation which is vehicle control that reflects a driving inclination of the driver determined by the above-described driving inclination determining operations (the shift lever manipulation determining operation and the clutch pedal manipulation determining operation).
  • the driving inclination reflection operation includes executing at least one of the following operations (operations to adjust the amount of control with respect to a control target of the vehicle).
  • the throttle opening degree property regulating operation is an operation that reflects a driving inclination of the driver to adjust the opening degree property of the throttle valve 33 relative to the depressing amount of the accelerator.
  • the opening degree of the throttle valve 33 relative to the depressing amount of the accelerator is set at a high level (that is, the annealing ratio relative to the opening degree control of the throttle valve 33 is set at a low level).
  • the opening degree of the throttle valve 33 relative to the depressing amount of the accelerator is at a low level (that is, the annealing ratio relative to the opening degree control of the throttle valve 33 is set at a high level).
  • FIG. 9 shows a throttle opening degree map to determine the opening degree of the throttle valve 33 at the time of the throttle opening degree property regulating operation.
  • the solid line in the graph shows a normal throttle opening degree property, which does not apply to the sport mode driving inclination or the comfort mode driving inclination for a driving inclination of the driver.
  • the throttle opening degree property is adjusted to the property shown in the curved dashed line in the graph, where the opening degree of the throttle valve 33 relative to the depressing amount of the accelerator is set at a high level.
  • the throttle opening degree property is adjusted to the property shown in the dashed-dotted line in the graph, where the opening degree of the throttle valve 33 relative to the depressing amount of the accelerator is set at a low level.
  • the rate of change per unit time in opening degree of the throttle valve 33 at the time of tip-in (the rate of change in the opening direction) is set at a low level (that is, the annealing ratio relative to the opening degree control of the throttle valve 33 at the time of tip-in is set at a high level).
  • FIG. 10 is a timing chart illustrating changes in the opening degree of the throttle valve 33 at the time of the tip-in property regulating operation.
  • the solid line in the graph indicates changes in a normal throttle opening degree property at the time of tip-in, which does not apply to the sport mode driving inclination or the comfort mode driving inclination for a driving inclination of the driver.
  • the rate of change per unit time in opening degree of the throttle valve 33 at the time of tip-in is set at a high level, as indicated by the curved dashed line in the graph.
  • the rate of change per unit time in opening degree of the throttle valve 33 at the time of tip-out (the rate of change in the closing direction) is set at a high level (that is, the annealing ratio relative to the opening degree control of the throttle valve 33 at the time of tip-out is set at a low level).
  • FIG. 11 is a timing chart illustrating the change in opening degrees of the throttle valve 33 when the tip-out property regulating operation is carried out.
  • the solid line in the graph indicates changes in a normal throttle opening degree at the time of tip-out, which does not apply to the sport mode driving inclination or the comfort mode driving inclination for a driving inclination of the driver.
  • the rate of change per unit time in opening degree of the throttle valve 33 at the time of tip-out is set at a high level, as indicated by the curved dashed line in the graph.
  • the rate of change per unit time in opening degree of the throttle valve 33 at the time of tip-out is set at a low level, as shown by the dashed-dotted line in the graph. This ensures that the vehicle improves its responsiveness at the time of tip-out in the case of the sport mode driving inclination while realizing comfortable ride at the time of tip-out in the case of the comfort mode driving inclination.
  • the fuel cut-on property regulating operation will be described.
  • the engine torque property at the time of fuel cut-on is represented by a rapid reduction in torque and swift fuel cut (fuel injection discontinuation) (that is, the annealing ratio relative to the engine torque control is set at a low level).
  • the engine torque property at the time of fuel cut-on is represented by alleviation of the reduction of torque and a delay of fuel cut (that is, the annealing ratio relative to the engine torque control is set at a high level).
  • FIG. 12 is a timing chart illustrating changes in engine torque at the time of the fuel cut-on property regulating operation.
  • the solid line in the graph indicates a normal engine torque property at the time of fuel cut-on, which does not apply to the sport mode driving inclination or the comfort mode driving inclination for a driving inclination of the driver.
  • the rate of change per unit time in engine torque at the time of fuel cut-on is set at a high level, as indicated by the dashed line in the graph.
  • the rate of change per unit time in engine torque at the time of fuel cut-on is set at a low level, as indicated by the dashed-dotted line in the graph.
  • the engine torque is reduced by gradually delaying the ignition timing of the ignition plug 2.
  • the fuel injection is discontinued.
  • the amount of ignition delay per unit time is set at a high level, so as to swiftly reduce the engine torque and also swiftly discontinue the fuel injection.
  • the amount of ignition delay per unit time is set at a low level, so as to delay the reduction of engine torque and also delay the discontinuation of fuel injection.
  • FIG. 13 is a timing chart illustrating changes in engine torque at the time of the fuel cut-off property regulating operation.
  • the solid line in the graph indicates a normal engine torque property at the time of fuel cut-off, which does not apply to the sport mode driving inclination or the comfort mode driving inclination for a driving inclination of the driver.
  • the rate of change per unit time in engine torque at the time of fuel cut-off is set at a high level, as indicated by the dashed line in the graph.
  • the engine torque is increased by restarting the fuel injection and gradually advancing the ignition timing of the ignition plug 2, thus obtaining a target engine torque that accords with the depressing amount of the accelerator and the like.
  • the amount of ignition advance per unit time is set at a high level, thereby swiftly increasing the engine torque.
  • the amount of ignition advance per unit time is set at a low level, thereby delaying the increase of the engine torque.
  • the VDIM intervention timing regulating operation is an operation that reflects a driving inclination of the driver to adjust the intervention timing of the above-described VDIM control.
  • the intervention timing of VDIM control is delayed. Conversely, when a driving inclination of the driver is the comfort mode driving inclination, the intervention timing of VDIM control is advanced.
  • the damping force in the air suspension system 100 is set at a high level so as to obtain a traveling state where steering maneuverability is emphasized.
  • the damping force in the air suspension system 100 is set at a low level so as to obtain a traveling state where comfortable ride is emphasized.
  • step ST1 when the shift manipulation is not started and a NO determination is made, the process returns without execution of the driving inclination reflection operation.
  • step ST3 when the absolute value of the rate of change per unit time in revolution of the input shaft IS (dNi/dt) is less than the predetermined threshold value ⁇ 1 and a YES determination is made, the process proceeds to step ST4, where the comfort mode driving inclination is determined as a driving inclination of the driver. Information on the determination is stored in the RAM 93, and the process proceeds to step ST5.
  • the throttle opening degree property is set at the comfort mode. That is, the opening degree of the throttle valve 33 relative to the depressing amount of the accelerator is set at a low level (see the property indicated by the dashed-dotted line in FIG. 9 ). Also, the VDIM intervention timing is set at the comfort mode. That is, the intervention timing of VDIM control is delayed.
  • step ST3 when the absolute value of the rate of change per unit time in revolution of the input shaft IS (dNi/dt) is equal to or more than the predetermined threshold value ⁇ 1 and a NO determination is made, the process proceeds to step ST6, where a determination is made as to whether the absolute value of the rate of change per unit time in revolution of the input shaft IS (dNi/dt) is more than a predetermined threshold value ⁇ 2. That is, a determination is made as to whether the manual manipulation speed of the shift lever L is relatively high.
  • the predetermined threshold value ⁇ 2 is larger than the predetermined threshold value ⁇ 1 by a predetermined amount. The use of the absolute value is for the purpose of ensuring a determination that can be made irrespective of whether the shift manipulation is the upshift manipulation or the downshift manipulation.
  • step ST6 when the absolute value of the rate of change per unit time in revolution of the input shaft IS (dNi/dt) is more than the predetermined threshold value ⁇ 2 and a YES determination is made, the process proceeds to step ST7, where the sport mode driving inclination is determined as a driving inclination of the driver. Information on the determination is stored in the RAM 93, and the process proceeds to step ST8.
  • the throttle opening degree property is set at the sport mode driving inclination. That is, the opening degree of the throttle valve 33 relative to the depressing amount of the accelerator is set at a high level (see the property indicated by the dashed line in FIG. 9 ). Also, the VDIM intervention timing is set at the sport mode driving inclination. That is, the intervention timing of VDIM control is advanced.
  • step ST6 when the absolute value of the rate of change per unit time in revolution of the input shaft IS (dNi/dt) is equal to or less than the predetermined threshold value ⁇ 2 and a NO determination is made, a determination is made that a driving inclination of the driver is neither the sport mode driving inclination nor the comfort mode driving inclination, and the process returns with nothing being done.
  • the second embodiment employs, as the clutch pedal manipulation determining operation, a determining operation that is based on the clutch torque and the clutch manipulation speed (change in speed at the clutch stroke position), and employs, as the driving inclination reflection operation, the throttle opening degree property regulating operation and the VDIM intervention timing regulating operation.
  • step ST1 when both the determining operation (determining operation as to whether the shift manipulation is started) at step ST1 and the determining operation (determining operation as to whether the warm-up of the vehicle is complete) at step ST2 result in YES determinations, the process proceeds to step ST10, where a determination is made as to whether any shift stage is currently established in the transmission mechanism.
  • step ST10 when no shift stage is established and a NO determination is made, the process returns without execution of the driving inclination reflection operation.
  • step ST10 when some shift stage is established and a YES determination is made, the process proceeds to step ST3', where a determination is made as to whether the clutch torque is less than a predetermined threshold value ⁇ 1 and the clutch manipulation speed is less than a predetermined threshold value ⁇ 1. That is, a determination is made as to whether the manipulation speed of the clutch pedal 70 is relatively low.
  • step ST3' when the clutch torque is less than the predetermined threshold value ⁇ 1; the clutch manipulation speed is less than the predetermined threshold value ⁇ 1; and a YES determination is made, then the process proceeds to step ST4, where the comfort mode driving inclination is determined as a driving inclination of the driver. Information on the determination is stored in the RAM 93, and the process proceeds to step ST5.
  • the operation at step ST5 is similar to the first embodiment.
  • step ST6' a determination is made as to whether the clutch torque is more than a predetermined threshold value ⁇ 2 and whether the clutch manipulation speed is more than a predetermined threshold value ⁇ 2. That is, a determination is made as to whether the manipulation speed of the clutch pedal 70 is relatively high.
  • the predetermined threshold value ⁇ 2 is larger than the predetermined threshold value ⁇ 1 by a predetermined amount.
  • the predetermined threshold value ⁇ 2 is larger than the predetermined threshold value ⁇ 1 by a predetermined amount.
  • step ST6' when the clutch torque is more than the predetermined threshold value ⁇ 2; the clutch manipulation speed is more than the predetermined threshold value 2; and a YES determination is made, then the process proceeds to step ST7, where the sport mode driving inclination is determined as a driving inclination of the driver. Information on the determination is stored in the RAM 93, and the process proceeds to step ST8.
  • the operation at step ST8 is similar to the first embodiment.
  • step ST6' a determination is made that a driving inclination of the driver is neither the sport mode driving inclination nor the comfort mode driving inclination, and the process returns with nothing being done.
  • a determination is made as to whether a driving inclination of the driver is the sport mode driving inclination or the comfort mode driving inclination (see the shift lever manipulation determining operations (S-1) to (S-6) and the clutch pedal manipulation determining operations (C-1) to (C-3)).
  • the control state of the vehicle is adjusted (see the driving inclination reflection operations (A-1) to (A-3)). This realizes a traveling state of the vehicle that accords with a driving inclination of the driver, and enhances the marketability of the vehicle equipped with the manual transmission MT.
  • a driving inclination of the driver is determined based on the shift lever manipulation determining operations and the clutch pedal manipulation determining operations.
  • the shift lever manipulation determining operations and the clutch pedal manipulation determining operations may be used as indicators to determine the level of driving skill of the driver.
  • the level of driving skill of the driver may be determined based on the shift lever manipulation determining operations and the clutch pedal manipulation determining operations, followed by control operations similar to the above-described driving inclination reflection operations in accordance with the result of determination of the level of driving skill (that is, driving skill level reflection operations).
  • the shift lever manipulation determining operations and the clutch pedal manipulation determining operations may be used as indicators to determine the degree of fatigue of the driver.
  • the degree of fatigue of the driver may be determined based on the shift lever manipulation determining operations and the clutch pedal manipulation determining operations, followed by control operations similar to the above-described driving inclination reflection operations in accordance with the result of determination of the degree of fatigue (that is, fatigue degree reflection operations).
  • fatigue degree reflection operations it is also possible to make a notice to urge the driver to take a rest.
  • the clutch stroke sensor 8B is provided as means for detecting the manipulation amount (depressing amount) of the clutch pedal 70. This, however, should not be construed in a limiting sense. It is also possible to provide a clutch switch to switch between on/off upon the clutch pedal 70 reaching a predetermined position, thus detecting the manipulation amount of the clutch pedal 70.
  • the select manipulation direction position sensor 8C and the shift manipulation direction position sensor 8D are provided as means for detecting the manipulation position of the shift lever L. This, however, should not be construed in a limiting sense. It is also possible to provide a shift position sensor for each shift stage.
  • the present invention is applied to a synchro-mesh manual transmission that has six forward shift stages and one backward shift stage and that is mounted in an FR-type vehicle. This, however, should not be construed as limiting the present invention.
  • the present invention may also be applied to manual transmissions mounted in vehicles of other configurations, such as FF (front-engine front-drive) vehicles.
  • the present invention may also be applied to manual transmissions having a number of stages different from above (for example, five forward shift stages).
  • the present invention finds applications in control devices mounted in vehicles equipped with manual transmissions, where the control devices control the vehicles in accordance with the manipulation speed of the clutch pedal and the manipulation speed of the shift lever.

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  • Engineering & Computer Science (AREA)
  • Automation & Control Theory (AREA)
  • Transportation (AREA)
  • Mechanical Engineering (AREA)
  • Chemical & Material Sciences (AREA)
  • Combustion & Propulsion (AREA)
  • Human Computer Interaction (AREA)
  • Physics & Mathematics (AREA)
  • Mathematical Physics (AREA)
  • Control Of Vehicle Engines Or Engines For Specific Uses (AREA)
  • Control Of Driving Devices And Active Controlling Of Vehicle (AREA)

Claims (18)

  1. Dispositif de commande pour un véhicule, le dispositif de commande comportant une transmission manuelle (MT) et/ou un dispositif (6) d'embrayage, la transmission manuelle étant configurée pour sélectionner un étage parmi une pluralité d'étages de rapports par l'intermédiaire d'une manipulation de changement d'un conducteur, le dispositif d'embrayage étant configuré pour mettre en prise la transmission manuelle avec une source motrice et l'en détacher par l'intermédiaire d'une manipulation d'embrayage du conducteur,
    le dispositif de commande comportant un moyen de commande servant à déterminer une préférence de conduite du conducteur, un niveau de compétence de conduite du conducteur, ou un degré de fatigue du conducteur d'après des informations de manipulation qui peuvent varier en fonction d'au moins une manipulation parmi la manipulation de changement et la manipulation d'embrayage du conducteur, et à régler de façon commandable une quantité de commande par rapport à une cible de commande du véhicule en fonction de la préférence de conduite déterminée, du niveau de compétence de conduite déterminé ou du degré de fatigue déterminé, caractérisé en ce que lesdites informations de manipulation comportent au moins une information parmi :
    un taux de variation par unité de temps du régime de l'arbre d'entrée (IS) ;
    le régime de l'arbre d'entrée ;
    une ampleur de mouvement de manipulation par unité de temps du levier de changement (L) ;
    un étage de rapport sélectionné par l'intermédiaire d'une manipulation du levier de changement ;
    une période de commutation de l'étage de rapport par l'intermédiaire d'une manipulation du levier de changement ;
    une amplitude de la charge de changement ;
    un couple d'embrayage ;
    une variation de vitesse dans la position de course d'embrayage ; et
    une période avant qu'une course d'embrayage prédéterminée soit atteinte.
  2. Dispositif de commande pour un véhicule selon la revendication 1,
    le moyen de commande étant configuré pour déterminer la préférence de conduite du conducteur, le niveau de compétence de conduite du conducteur, ou le degré de fatigue du conducteur d'après un taux de variation par unité de temps du régime d'un arbre d'entrée de la transmission manuelle,
    le dispositif de commande étant configuré, lorsque le taux de variation par unité de temps du régime de l'arbre d'entrée de la transmission manuelle est supérieur à une valeur prédéterminée, pour déterminer qu'une réactivité élevée de commande de véhicule est demandée par rapport à la manipulation de conduite, et le dispositif de commande étant configuré, lorsque le taux de variation par unité de temps du régime de l'arbre d'entrée de la transmission manuelle est inférieur à une valeur prédéterminée, pour déterminer qu'une faible réactivité de la commande de véhicule est demandée par rapport à la manipulation de conduite.
  3. Dispositif de commande pour un véhicule selon la revendication 1,
    le moyen de commande étant configuré pour déterminer la préférence de conduite du conducteur, le niveau de compétence de conduite du conducteur, ou le degré de fatigue du conducteur d'après le régime d'un arbre d'entrée de la transmission manuelle,
    le dispositif de commande étant configuré, lorsque le régime de l'arbre d'entrée est supérieur à une valeur prédéterminée par rapport à une vitesse du véhicule, pour déterminer qu'une réactivité élevée de commande de véhicule est demandée par rapport à la manipulation de conduite, et
    le dispositif de commande étant configuré, lorsque le régime de l'arbre d'entrée est inférieur à une valeur prédéterminée par rapport à la vitesse du véhicule, pour déterminer qu'une faible réactivité de la commande de véhicule est demandée par rapport à la manipulation de conduite.
  4. Dispositif de commande pour un véhicule selon la revendication 1.
    le moyen de commande étant configuré pour déterminer la préférence de conduite du conducteur, le niveau de compétence de conduite du conducteur, ou le degré de fatigue du conducteur d'après une ampleur de mouvement de manipulation par unité de temps d'un levier de changement actionné par le conducteur.
    le dispositif de commande étant configuré, lorsque l'ampleur de mouvement de manipulation par unité de temps du levier de changement est supérieure à une valeur prédéterminée, pour déterminer qu'une réactivité élevée de commande de véhicule est demandée par rapport à la manipulation de conduite, et
    le dispositif de commande étant configuré, lorsque l'ampleur de mouvement de manipulation par unité de temps du levier de changement est inférieure à une valeur prédéterminée, pour déterminer qu'une faible réactivité de la commande de véhicule est demandée par rapport à la manipulation de conduite.
  5. Dispositif de commande pour un véhicule selon la revendication 1,
    le moyen de commande étant configuré pour déterminer la préférence de conduite du conducteur, le niveau de compétence de conduite du conducteur, ou le degré de fatigue du conducteur d'après un étage de rapport sélectionné par l'intermédiaire de la manipulation de changement,
    le dispositif de commande étant configuré, lorsque l'étage de rapport sélectionné est un étage de rapport bas prédéterminé par rapport à une vitesse du véhicule, pour déterminer qu'une réactivité élevée de commande de véhicule est demandée par rapport à la manipulation de conduite, et
    le dispositif de commande étant configuré, lorsque l'étage de rapport sélectionné est un étage de rapport haut prédéterminé par rapport à la vitesse du véhicule, pour déterminer qu'une faible réactivité de la commande de véhicule est demandée par rapport à la manipulation de conduite.
  6. Dispositif de commande pour un véhicule selon la revendication 1,
    le moyen de commande étant configuré pour déterminer la préférence de conduite du conducteur, le niveau de compétence de conduite du conducteur, ou le degré de fatigue du conducteur d'après une période de commutation d'un étage de rapport dans la manipulation de changement,
    le dispositif de commande étant configuré, lorsque la période de commutation de l'étage de rapport est plus courte qu'une période prédéterminée, pour déterminer qu'une réactivité élevée de commande de véhicule est demandée par rapport à la manipulation de conduite, et le dispositif de commande étant configuré, lorsque la période de commutation de l'étage de rapport est plus longue qu'un temps prédéterminé, pour déterminer qu'une faible réactivité de la commande de véhicule est demandée par rapport à la manipulation de conduite.
  7. Dispositif de commande pour un véhicule selon la revendication 1,
    le moyen de commande étant configuré pour déterminer la préférence de conduite du conducteur, le niveau de compétence de conduite du conducteur, ou le degré de fatigue du conducteur d'après l'amplitude d'une charge de changement,
    le dispositif de commande étant configuré, lorsque la charge de changement est supérieure à une valeur prédéterminée, pour déterminer qu'une réactivité élevée de commande de véhicule est demandée par rapport à la manipulation de conduite, et
    le dispositif de commande étant configuré, lorsque la charge de changement est inférieure à une valeur prédéterminée, pour déterminer qu'une faible réactivité de la commande de véhicule est demandée par rapport à la manipulation de conduite.
  8. Dispositif de commande pour un véhicule selon la revendication 1,
    le moyen de commande étant configuré pour déterminer la préférence de conduite du conducteur, le niveau de compétence de conduite du conducteur, ou le degré de fatigue du conducteur d'après un couple d'embrayage associé à la manipulation d'embrayage,
    le dispositif de commande étant configuré, lorsque le couple d'embrayage est supérieur à une valeur prédéterminée par rapport à un couple du moteur, pour déterminer qu'une réactivité élevée de commande de véhicule est demandée par rapport à la manipulation de conduite, et
    le dispositif de commande étant configuré, lorsque le couple d'embrayage est inférieur à une valeur prédéterminée par rapport au couple du moteur, pour déterminer qu'une faible réactivité de la commande de véhicule est demandée par rapport à la manipulation de conduite.
  9. Dispositif de commande pour un véhicule selon la revendication 1,
    le moyen de commande étant configuré pour déterminer la préférence de conduite du conducteur, le niveau de compétence de conduite du conducteur, ou le degré de fatigue du conducteur d'après une variation de vitesse dans une position de course d'embrayage associée à la manipulation d'embrayage,
    le dispositif de commande étant configuré, lorsque la variation de vitesse dans la position de course d'embrayage est supérieure à une valeur prédéterminée, pour déterminer qu'une réactivité élevée de commande de véhicule est demandée par rapport à la manipulation de conduite, et
    le dispositif de commande étant configuré, lorsque la variation de vitesse dans la position de course d'embrayage est inférieure à une valeur prédéterminée, pour déterminer qu'une faible réactivité de la commande de véhicule est demandée par rapport à la manipulation de conduite.
  10. Dispositif de commande pour un véhicule selon la revendication 1,
    le moyen de commande étant configuré pour déterminer la préférence de conduite du conducteur, le niveau de compétence de conduite du conducteur, ou le degré de fatigue du conducteur d'après une période avant qu'une course d'embrayage atteigne une quantité prédéterminée lors de la manipulation d'embrayage,
    le dispositif de commande étant configuré, lorsque la période avant que la course d'embrayage atteigne la quantité prédéterminée est plus courte qu'une valeur prédéterminée, pour déterminer qu'une réactivité élevée de commande de véhicule est demandée par rapport à la manipulation de conduite et
    le dispositif de commande étant configuré, lorsque la période avant que la course d'embrayage atteigne la quantité prédéterminée est plus longue qu'une valeur prédéterminée, pour déterminer qu'une faible réactivité de la commande de véhicule est demandée par rapport à la manipulation de conduite.
  11. Dispositif de commande pour un véhicule selon l'une quelconque des revendications 1 à 10,
    le moyen de commande étant configuré, en fonction de la préférence de conduite du conducteur, du niveau de compétence de conduite du conducteur, ou du degré de fatigue du conducteur, pour régler un facteur de lissage de la commande par rapport à la cible de commande du véhicule,
    le moyen de commande étant configuré, lorsqu'une détermination est effectuée selon laquelle une réactivité élevée de commande de véhicule est demandée par rapport à la manipulation de conduite, pour fixer le facteur de lissage de la commande à un niveau bas de façon à fixer la quantité de commande à un niveau élevé, et
    le moyen de commande étant configuré, lorsqu'une détermination est effectuée selon laquelle une faible réactivité de la commande de véhicule est demandée par rapport à la manipulation de conduite, pour fixer le facteur de lissage de la commande à un niveau élevé de façon à fixer la quantité de commande à un niveau bas.
  12. Dispositif de commande pour un véhicule selon l'une quelconque des revendications 1 à 10,
    le moyen de commande étant configuré, en fonction de la préférence de conduite du conducteur, du niveau de compétence de conduite du conducteur, ou du degré de fatigue du conducteur, pour régler une propriété de degré d'ouverture d'un volet des gaz par rapport à une quantité d'abaissement d'un accélérateur par le conducteur,
    le moyen de commande étant configuré, lorsqu'une détermination est effectuée selon laquelle une réactivité élevée de commande de véhicule est demandée par rapport à la manipulation de conduite, pour augmenter un degré d'ouverture du volet des gaz par rapport à la quantité d'abaissement de l'accélérateur par le conducteur, et
    le moyen de commande étant configuré, lorsqu'une détermination est effectuée selon laquelle une faible réactivité de la commande de véhicule est demandée par rapport à la manipulation de conduite, pour diminuer le degré d'ouverture du volet des gaz par rapport à la quantité d'abaissement de l'accélérateur par le conducteur.
  13. Dispositif de commande pour un véhicule selon l'une quelconque des revendications 1 à 10,
    le moyen de commande étant configuré, en fonction de la préférence de conduite du conducteur, du niveau de compétence de conduite du conducteur, ou du degré de fatigue du conducteur, pour régler une propriété de degré d'ouverture d'un volet des gaz à un instant d'enfoncement associé à une manipulation d'un accélérateur par le conducteur,
    le moyen de commande étant configuré, lorsqu'une détermination est effectuée selon laquelle une réactivité élevée de commande de véhicule est demandée par rapport à la manipulation de conduite, pour augmenter un taux de variation par unité de temps d'un degré d'ouverture du volet des gaz à l'instant d'enfoncement, et
    le moyen de commande étant configuré, lorsqu'une détermination est effectuée selon laquelle une faible réactivité de la commande de véhicule est demandée par rapport à la manipulation de conduite, pour diminuer le taux de variation par unité de temps du degré d'ouverture du volet des gaz à l'instant d'enfoncement.
  14. Dispositif de commande pour un véhicule selon l'une quelconque des revendications 1 à 10,
    le moyen de commande étant configuré, en fonction de la préférence de conduite du conducteur, du niveau de compétence de conduite du conducteur, ou du degré de fatigue du conducteur, pour régler une propriété de degré d'ouverture d'un volet des gaz à un instant de relèvement associé à une manipulation d'un accélérateur par le conducteur,
    le moyen de commande étant configuré, lorsqu'une détermination est effectuée selon laquelle une réactivité élevée de commande de véhicule est demandée par rapport à la manipulation de conduite, pour augmenter un taux de variation par unité de temps d'un degré d'ouverture du volet des gaz à l'instant de relèvement, et
    le moyen de commande étant configuré, lorsqu'une détermination est effectuée selon laquelle une faible réactivité de la commande de véhicule est demandée par rapport à la manipulation de conduite, pour diminuer le taux de variation par unité de temps du degré d'ouverture du volet des gaz à l'instant de relèvement.
  15. Dispositif de commande pour un véhicule selon l'une quelconque des revendications 1 à 10,
    le moyen de commande étant configuré, en fonction de la préférence de conduite du conducteur, du niveau de compétence de conduite du conducteur, ou du degré de fatigue du conducteur, pour régler une propriété d'un couple généré à l'instant d'une coupure de carburant dans un moteur (1) à combustion interne servant de source motrice de déplacement du véhicule,
    le moyen de commande étant configuré, lorsqu'une détermination est effectuée selon laquelle une réactivité élevée de commande de véhicule est demandée par rapport à la manipulation de conduite, pour augmenter une quantité de réduction par unité de temps du couple généré à l'instant de la coupure de carburant, et
    le moyen de commande étant configuré, lorsqu'une détermination est effectuée selon laquelle une faible réactivité de la commande de véhicule est demandée par rapport à la manipulation de conduite, pour diminuer la quantité de réduction par unité de temps du couple généré à l'instant de la coupure de carburant.
  16. Dispositif de commande pour un véhicule selon l'une quelconque des revendications 1 à 10,
    le moyen de commande étant configuré, en fonction de la préférence de conduite du conducteur, du niveau de compétence de conduite du conducteur, ou du degré de fatigue du conducteur, pour régler une propriété d'un couple généré après la levée d'une coupure de carburant dans un moteur à combustion interne servant de source motrice de déplacement du véhicule,
    le moyen de commande étant configuré, lorsqu'une détermination est effectuée selon laquelle une réactivité élevée de commande de véhicule est demandée par rapport à la manipulation de conduite, pour augmenter une quantité d'augmentation par unité de temps du couple généré après la levée de la coupure de carburant, et
    le moyen de commande étant configuré, lorsqu'une détermination est effectuée selon laquelle une faible réactivité de la commande de véhicule est demandée par rapport à la manipulation de conduite, pour diminuer la quantité d'augmentation par unité de temps du couple généré après la levée de la coupure de carburant.
  17. Dispositif de commande pour un véhicule selon l'une quelconque des revendications 1 à 10,
    le moyen de commande étant configuré, en fonction de la préférence de conduite du conducteur, du niveau de compétence de conduite du conducteur, ou du degré de fatigue du conducteur, pour régler un minutage d'intervention d'une commande de Gestion intégrée de dynamique de véhicule, VDIM, réalisée par un système de VDIM pour réguler une force motrice du véhicule et une pression d'huile de freinage,
    la commande de VDIM calculant une différence entre : une image de circulation du conducteur obtenue d'après les quantités de manipulation d'un accélérateur, d'une direction et d'un frein ; et un comportement de véhicule basé sur des informations provenant de divers capteurs, et régulant la force motrice du véhicule et la pression d'huile de freinage pour réduire la différence ;
    le moyen de commande étant configuré, lorsqu'une détermination est effectuée selon laquelle une réactivité élevée de commande de véhicule est demandée par rapport à la manipulation de conduite, pour retarder le minutage d'intervention de la commande de VDIM, et
    le moyen de commande étant configuré, lorsqu'une détermination est effectuée selon laquelle une faible réactivité de la commande de véhicule est demandée par rapport à la manipulation de conduite, pour avancer le minutage d'intervention de la commande de VDIM.
  18. Dispositif de commande pour un véhicule selon l'une quelconque des revendications 1 à 10,
    le moyen de commande étant configuré, en fonction de la préférence de conduite du conducteur, du niveau de compétence de conduite du conducteur, ou du degré de fatigue du conducteur, pour régler une force d'amortissement d'une suspension pneumatique disposée dans un dispositif de suspension du véhicule,
    le moyen de commande étant configuré, lorsqu'une détermination est effectuée selon laquelle une réactivité élevée de commande de véhicule est demandée par rapport à la manipulation de conduite, pour augmenter la force d'amortissement de la suspension pneumatique, et
    le moyen de commande étant configuré, lorsqu'une détermination est effectuée selon laquelle une faible réactivité de la commande de véhicule est demandée par rapport à la manipulation de conduite, pour diminuer la force d'amortissement de la suspension pneumatique.
EP11822855.0A 2011-06-02 2011-06-02 Dispositif de commande pour un véhicule Active EP2557012B1 (fr)

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CN105216800A (zh) 2016-01-06
CN105398450B (zh) 2017-09-22
CN105398450A (zh) 2016-03-16
CN105216799A (zh) 2016-01-06
CN105216799B (zh) 2017-09-15
CN103153747B (zh) 2016-02-17
CN105216800B (zh) 2017-09-01
JP5316693B2 (ja) 2013-10-16
JPWO2012164717A1 (ja) 2014-07-31
EP2557012A4 (fr) 2016-03-09
EP2557012A1 (fr) 2013-02-13
WO2012164717A1 (fr) 2012-12-06
CN103153747A (zh) 2013-06-12

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